Aeroplane



W. F. OSBORNE.

AEROPLANE.

APPLICATION FILED NOV. 26. 1919.

4 SHEETS-SHEET l- VII/II,

WITNESSES C 3 INVE/VTUR W I? Os oRNE,

ATTORNEYS W. F. OSBORNE.

AEROPLA NE. APPLICATlON FILED NOV. 26, 1919.

Patented Aug. 16, 1921.

w/ Kw W A TTOR/VE Y8 WITNESSES W. F. OSBORNE.

AEROPLANE.

APPLICATION FILED NOV. 26. 1919.

Patented'Aug. 16, 1921.

4 SHEETS-SHEET 3.

- INVENTOR W I. OSBORNE;

A TTORNEYS W. F. OSBORNE.

AEROPLANE. APPLICATION FILED NOV. 26. 1919.

1,3 87,899; Patented Aug. '16, 1921-.

4 SHEETS-SHEET 4.

Urea/vars UNITED STATES PATENT OFFHC WALTER FREMONT OSBORNE, or WAGONMOUND, NEW MEXICO. l

AnRorLANE.

Specificationof Letters Patent. Y Patented A 16. 1921 Application filedNovember 26, 1919. Serial No. 340,743.

To all whom it may concern:

Be it known that I, WALTER FREMONT 'OsBoRNn, a citizen'of the UnitedStates, and

j in landing to prevent disastrously a resident of Wagon Mound, in thecounty of Moraand State of New Mexico, have invented certain new anduseful Improvements in Aeroplanes, of which the following is aspecification. Y

-My present invention relates generally to aeroplanes and moreparticularly to an aerog plane embodying means by which to counteractcrossing or counter'air currents, as

- well as to neutralize to a considerable extent" contact uponalighting.

With these general objects in mind, and also further objects whichrelate for the most part to the details of construction and arrangementwhereby the invention may be attached to aeroplanes now in use, myimprovements will be better understood from the following description ofits details, reference being made to the accompanying drawings whichform apart of this specification, and in which,

Figure 1 is'a side view and in section, 7

Fig. 2 is a top plan view with the upper partly broken away wing brokenaway and certain of the parts of my section, V V

Fig. 3 is a front elevation,

Fig. 4 is a sectional view through one of the gear cases takensubstantially on line H of Fig. 2,

Fig. 5 is a transverse invention also broken away and in 7 online 5-5 ofFig. 1,

Fig. 6 is an enlarged detail plan of certain of the connections,

Fig. section through certain other connections, 7

Fig. 8' is 'a detail vertical section through certain 'of theconnectionstaken substantially on line 88 of Fig. 1,

Fig. 9 is a detail vertical section taken ad jacent to one of thesuplemental propeller shaft adjusting cranks, and

shown in heavy vertical section taken 7 is an enlarged detail'horizontal Flg. 10 is a transverse vertical section takenthrough certainof the driving connections substantially on line 10-10 "of F1g. 2. 3'

Referring now to these figures, I have Figs. 1 to 3 inclusive anaeroplane of wh ch the fuselage appears atl5, the'upper and lower wingsat 16' and 17 respectively, the landing skid at 18 and the'mainpropeller at 19 mounted as usualupon the forwardly extending end of themotor crank shaft 20.

In accordance with my improvements, the

motor crank shaft is extended rearwardly as seen at 21 in Fig. 2 and hascertain geared connections as driving of the inner or rear sections 22'of a pair of supplemental propeller shafts, the

outer or forward sections 23 of which support forward supplementalpropellers 24,

presently described for the the latter of similar size to one anotherand disposed upon relatively opposite sides of, and at equ1-d1stantpoints from, the main propeller 19.

From Figs. 1 and 2, it will be noted that these supplemental propellers24 are dis-I posed somewhat to the peller 19, although extendingforwardly of the wings 16 and 17 at opposite sides of the fuselage andby reference to Fig. 3 it will be noted that the axes of the two supplerear of the main pro mental propellers are normally disposed in the samehorizontal plane with the axis of r the main "propeller.

The two sections 22 and 23 of each of the shafts supporting thesupplemental pro peller 24, are connected to one another by universaljoints 25 so that the forward sections 23 to which the supplemental pro!pellers aredirectly connected, can be shifted in various directions,upward and downward movement "to and below a horizontal posit1on belngpartlcularly to be desired in order that the suplemental propellers mayassist" in quick climbing and quick descent of'the machine, both undereffective control and both attended .by the stabilizing effect thepropellers will naturally have in viewof.

their location as described with respect-to the main propeller. Itwillmoreover be 'obfor which the sup-' served that in landing,

plemental propellersmay have in the first instance been turneddownwardly, quick shifting of the supplemental propellers. to a,position above the horizontal will materially assistin properalightingin order to avoid disastrously heavy contact with the ground.

For this purpose the connections in so far as the driving of thesupplemental propellers is concerned may include the gear 26 securedupon the rearwardly extending end of the crank shaft 21 in engagementwith gears-27 and 28 respectively mounted upon shafts 29 and 30, shaft--29 being directly geared by bevel gears 31, to a right angular shaft32 which is in turn directly geared by bevel gears 33 to the inner orrear end of the inner rear section 22 of one of the supplementalpropeller shafts.

The other shaft 30 is geared by gears 34 to v a shaft35 and the latteris geared by beveled gears 36 to a right angular shaft 37 in" turndirectly geared by bevel gears 38 to the inner rear end of the innerrear section 22 of the other supplemental propeller shaft.

In this way, the power from the motor'is supplied to the supplementalpropellers to drive the latter in the same direction as the mainpropeller 19. a

The gears 26, 27 and 28, gears 34 and also the bevel connecting gears31, 33, 36 and 38 may be housed within gear casings through which therespective shafts have bearing, so that theagears may be runin oil .toavoid excessive wear ancll1eating,wvhich would,

otherwlse be brought about in view of the high speed of movement. a rThe gear casing of the gears'26, 27 and 28 appears at 39, a gear casing40 houses gears 31 and gear casings4l and 42 respectively house thebevcled'gears 33 and 38 while a single gear casing 43 willbe disposed tohouse the gears 34 and 36 connecting shafts 30, 35 and 37.

For the control of the supplemental propellers, a control shaft 44 ismounted a in bearings 45 to move lengthwise beneath the fuselage 15,from which connections may be had to the supplemental propeller shaftswithout interfering with the" other controls of the machine, theseconnections to include a pair of diverging rear ends of which rods areconnected to the shaft 44 as at 47, and the forward ends of which areadjustably connected to the de-f pending aperturedarms ofbell-crank-levers I 48, the upper'ends of the latter of which aresecured to he, inner ends of controlling studs 49, through the outerendsof' which the inner portions of the outer sections 25 of thesupplemental propeller shaftare journaled.

crum points of the bell-cranks 48'are sup-j ported. Thesebracketsextendfrom opposite' sides. of the fuselage 15 and the inner ends thereof aresecured to this fuselage. j

forwardly extending. connecting rods 46, in jointed sections, the

The operator controls movement of the control shaft 44" through aconnecting rod 51,.the lower rear end of which is pivotally connected toan upright lever 52, and the upper forward end of which, within thefuselage, is pivotally connected to the lower so that the propellercarrying sections of the supplemental propeller shafts "may thus be heldin variousv positions of adjustment throughout the angular range ofmovement of the shafts.

It is thus obvious that my invention proposesan arrangement capable ofready manipulation in order to assist the aeroplane in elther climbingor descent, as well as an arrangement which in its IlOI'Il'lfllpOSltlOllwill not only assist in the propulsion of the machlne but w ll have inits ordinary operation,

a stabilizingeffectwhich will avoid danger of side slipping through theair and will have a decided tendency. to permit of more ready effectiveaction of the machine under the usual controls.

I claim 1. A pair of supplemental propellers for aeroplanes, shafts uponthe forward ends of which said propellers are mounted, having flexiblejoints intermeclia te their, ends,-driving connections leading to therear ends of the shafts, a pair of supporting brackets, bell crankshaving pivots on the brackets substantially in line ,with'the saidjoints of the pi'opellershafts, studs outstanding from one end of thebell cranks and movably engaging andsupporting the'propeller shaftsforwardly of their joints, and adjusting connections leading to theopposite ends of said bell cranks, as described.

'2. A pairofsupplemental propellers for aeroplanes, shafts'upon theforward ends of which said propellers are mounted, having flexiblejoints intermediate thcirends; driving connections leading to the rearends of the shafts, a palr of supporting brackets,

bell cranks havmg pi-vots on the brackets substantially inline with. thesaid joints of the propeller shafts,1studs outstanding from one end ofthe bell cranks and 'movably engaging and supporting thepropelle'rshafts forwardly of their joints, and adjusting connectionsleading to the oppositeends of said bell cranks, and including alengthwise shiftable; shaft, arms pivoted atone end to said adjustingshaft and diverging therefrom to the other ends of said bell'cranks,.and normally locked 'means for manually shifting said adjusting shaftWALTER FREMONT OSBORNE.

